[雙語翻譯]物流外文翻譯--城市物流措施及其關聯影響的分類（英文）

1、1877-0428 © 2010 Published by Elsevier Ltd. doi:10.1016/j.sbspro.2010.04.044 Procedia Social and Behavioral Sciences 2 (2010) 6355–6365Available online at www.sciencedirect.comThe Sixth International Conference on

2、City LogisticsA classification of city logistics measures and connected impacts Francesco Russoa, Antonio Comib* aDepartment of Computer Science, Mathematics, Electronics and Transportation, Mediterranea University of Re

3、ggio Calabria, Feo di Vito, 89060 Reggio Calabria, Italy bDepartment of Civil Engineering, Tor Vergata University of Rome, Via del Politecnico 1, 00133 Rome, Italy Elsevier use only: Received date here; revised date her

4、e; accepted date here Abstract Around the world, interest in urban and metropolitan goods movements is increasing since they account for a substantial share of traffic in urban/metropolitan areas. In this context, many

5、city administrators have implemented measures to mitigate the negative effects of freight transport. Starting from an analysis of existing studies relative to freight policies implemented at urban scale, this paper pro

6、poses a general classification of measures adopted at an urban scale and an empirical analysis of obtainable results. © 2010 Elsevier Ltd. All rights reserved Keywords: City logistics; urban freight transport; urba

7、n freight measures 1. Introduction The rapid increase in freight vehicles in urban and metropolitan areas contributes to congestion, air pollution, noise and increased logistics costs, and hence the price of products. I

8、n addition, a combination of different types of vehicles on the road increases the risk of crashes. An efficient freight distribution system is required as it plays a significant role in the competitiveness of an urban

9、 area, and it is in itself an important element in the urban economy, both in terms of the income it generates and the employment levels it supports. Today, there is a worldwide focus on setting up a Sustainable Devel

10、opment Strategy to identify and define measures to achieve a continuous long-term improvement in quality of life by creating sustainable communities, able to manage and use resources efficiently, tap the ecological and

11、 social innovation potential of the economy and in the end ensure prosperity, environmental protection and social cohesion. Referring to the definition of sustainable development given during the World Commission on En

12、vironment and Development (1987), to meet the needs of the present without compromising the ability of future generations to meet their needs. It is necessary to propose new development models in the sphere of the Unit

13、ed Nations Climate Change Conference of Bali (ONU, 2007), which culminated in the adoption of the Bali Road Map, consisting of a number of forward-looking decisions that * Corresponding author. Tel.: +39 06 7259 7059; f

14、ax: +39 06 7259 7053. E-mail address: comi@ing.uniroma2.it. Francesco Russo and Antonio Comi / Procedia Social and Behavioral Sciences 2 (2010) 6355–6365 6357? with one or more contact points to consolidate or deconsoli

15、date the load (white circle); these types of points derive from the need to reduce logistics and transportation costs. As with the identification of these possible functional relationships among the producers and the co

16、nsumers, some commercial schemes may be recognized. In fact, the commercial schemes may make the black circle (retailer) coincide with: ? the black square (consumption site); e.g. mail order selling, ? the white squar

17、e (production site); e.g. sale at factory/firm, or ? the white circle (consolidation/deconsolidation sites): e.g. cash and carry. Figure 1 Functional relations and commercial schemes (Russo and Comi, 2006) 2.2. Urban go

18、ods actors Freight transport in urban and metropolitan areas concerns both pick-up and delivery in retail, parcel and courier services, waste transport, transport of equipment for the construction industry and a broad r

19、ange of other types of transport. The purpose of the measures to be implemented is to reduce the negative effects given by the interactions between goods vehicles and other infrastructure users. Several actors are dire

20、ctly or indirectly involved in urban goods transport (Ruesch and Glucker, 2001): ? the shipper (wholesaler), whose main interest is delivery and picking-up of goods at the lowest cost while meeting customer needs; ? t

21、he transport company, whose main interest is a low-cost but high-quality transport operation, satisfying the interests of the shipper and receiver (shop); ? the receiver/shop owner, whose main interest concerns product

22、s delivered at a short lead-time; ? the end-consumer; in this class we can consider: ○ inhabitants (residents or businessmen/employees), whose main interest is to minimise the disutility caused by goods transport; ○

23、the visitor/shopping public, whose main concern is to minimise the disutility caused by goods transport and variety of the latest products in the shops; ? public administration; in this class we can consider: ○ local

24、government, whose prime concern is an attractive city for inhabitants and visitors: minimum disutility, though with effective and efficient transport operation; ○ national government, whose main interest is to minimize